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P. W. TURNER. 3 Shegts-Shet 1.

(No Model) GAS BNGINE.

119.1. Patented Nov. .27 1883.

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F. W. TURNER.

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1o ruary 19, 1881; a patent in Italy, dated March .40 t motion of the crank-shaft, whichisvery dislUNiTnn STATES PATENT Orrrce.

rnnnnruox w. TURNER, or sr. ALBANS, ENGLAND.

GAS-ENGINE.

SPECIFICATION forming part-of Letters, Patent No. 289,362, dated November 2'7, 1863.

Application filed November 10, 1382. (No model.) Patented in England March 29. 1879, No. 1,270, August 3, 1580, No. 3,182, and January 24, 188:2, No. 362; in France September 29, 1879, No. 132,936, and July 22, 1982, No. 150,255; in Austria-Hungary March 1, 1880. No. 41,165 and N0. 329, and February 19. 1881,'N0- 474 and No.5,450; in G-n'zua 1y December 4, I830, No. H1133 in Belgium January 13, 1381, No. 53 565, and in Italy March 31, 1881, XV, 12,533, XXV, 93.

To all whom it may concern:

Be it known that I, Fnnnnnrox WILLIAM TURNER, of St. Albans, England, engineer, have invented new and useful Improvements in GasEngines, (for which Ihave obtained patcuts in Great Britain, No. 1,270, dated March '29, 187 9, No. 3,182, dated August 3, 1880, and No. 362, dated January 24, 1882; a patent in France, No. 132,936, dated September 29,1879; a patent in Austria Hungary, dated Feb- 31, 1881; a patent in Belgium, No. 53,566, dated January 31, 1881, and a patent in Germa- 11y, No. 14,093, dated December 4,1880,) of which the following is a specification, reference being had to the accompanying drawings.

My invention relates to gas engines or motors-that is to say, engines worked by the explosive and expansive force of a mixture of gas and atmospheric air during and subsequentto combustion.

; Engines worked by'the explosive and expansive force of a mixtureof gas and air pre viously compressed to a pressure considerably above that of the atmosphere have heretofore been constructed in such a manner that the force is applied to the crankshaft luring less than one-half of the revolution of the said shaft, the gaseous fluid being allowed to es cape before its whole force is utilized, and in such engines the ignition of the gases, and consequent development of the greatest expansive force, takes place when the crank is onthe dead-point, or nearly so, and before the said crank reaches that part of its course or path where the pressure acts most favorably for its propulsion. The pressure is considerably rednced in consequence of the condensation due to the expansion of the gases in the cylinder. This action causes a fluctuating or irregular advantageous when the engine is required to drive machinery for electric lighting and similar purposes, where almost perfect uniformity or regularity of speed is required, and it also results in a loss of power. Moreover, in these engines, asheretofore constructed, the cylinexhaust valves.

der is elongated to provide space for the compressed gaseous charge, and in consequence or the piston nottrayersing this elongation, the

mixing with the succeeding charge of gas and air. This renders ignition difficult and uncertain, and weakens the succeeding explosive force. According to my present invention I obviate these difficulties in the manner herein after set forth.

My invention has for its object to obtain more uniform motion, first, in motors using compressed charges, by a more equable distribution of the explosive and expansive force to the crank-shaft of such motors, and by the expulsion of the foul gases from the cylinders.

'My invention also has for its object to provide a novel method of attaching the slidevalve back plate to the cylinder.

My invention is illustrated in the accompanying drawings, in which. Figure 1 represents a side elevation, partly in section, of my improved gas-enginc, with some of the parts removed. Fig. 2 represents a front elevation thereof, partly in section. Fig. 3 represents the gearing for operating the admission and Fig. 4 is a section of the slide valve and slide-face on the line a: 00, Fig. 5, and Fig. 5 is an elevation of the slide-face and valvechest. Fig. 6 is aplan of theslide-valve, part of the cylinder, and the friction-plates, partly in section. Fig. 7 is a front view of one ofthe friction-plates fasten ed to the sides of the valvechest.

Like letters indicate the same parts throughout the drawings.

In Figs. 1. 2, and 3, A A represent the cylinders; B B, the pistons, which may be connected in any suitable manner to the cranks G 0, ,formed or fixed on the crankshaft D nearly at right angles to each other. At the upper end these cylinders communicate with one another by the port or passage E, in which is placed a conical valve, F. G- is the slidevalve, which is operated by means of the connecting-rod G and the crank H, fixed on the shaft 1. This shaft is rotated in bearings in the frame of the engine and in the bracket J by means of the pinion K,fixed on the crankshaft D and gearing with the toothed wheel L, fixed on the shaft I. The cams M N are also fixed on this shaft. The cam M operates the valve F by means of the lever a, fixed 011 the shaft 1), carried in the bearing c,which is secured to the frame. On the other end of this shaft is fixed the lever to, to the end of which is coupled the connecting-rod d. This connecting-rod is also coupled to the lever e, pivoted at c, the other end of which entersa slot in the stem of the valve F. The cam N operates the exhaust-valve 0 against the pressure of the spring 0 by means of the lever f, pivoted at g, and having a short arm, f, connected to the rod 71, which operates on the spindle of the said valve at w. l? is a valve for the admission of air, held to its seat by the spring I port 7.1. The valve 1* is also about to be opened by means of the cam M. \Vhen the piston B has reached the end of its downward stroke, the cylinder A is filled and the cylinder A is half filled with the charge of gas and air.

During the upstroke of the piston B the whole of the charge is compressed into the cylinder A. By the further movement of the engine in.the same direction the charge is compressed from the cylinder A into the cylinder A, and the pistons again arrive at the po sition shown in the drawings, one revolution of the crankshaft having been. completed. By this time the valve G has moved downward to allow the charge to be ignited by the flame through the port t, and the valve F being open, the explosive force of the charge is exerted simultaneously upon the two pistons. The ex pansive force acts upon both pistons until the piston B has nearly terminated its downward stroke, when the valve 0 is opened by means of the cam N, and the foul gases or products of combustion are exhausted or expelled from both cylinders until the piston B terminates its upward stroke,when the valve 1* is closed to prevent the foul gasesin the cylinder A from entering the cylinder A, while the piston B is performing the first half of its downward stroke and drawing in the fresh charge. During this movement thepiston B expels the foul gases from the cylinder A, and when the said piston arrives at the top of its strokethc valve F is again opened to admit the gas and air into the cylinder A.

ceases It will thus be seen that the explosive force of the gaseous charge is exerted on both pistons, and during the downward movement, of the pistons its expansive force is exerted simultaneously in both cylinders, which are in communication through the port or passage E. The expansive force drives or propels the piston B in the cylinder A during one-half of its downward stroke and drives or propels the piston B of the-cylinder A during the whole of its downward stroke, less the requisite lead of the exhaust. Therefore the initial or explosive force is exerted upon the crank-shaft D by the piston B operating on the crank O,

and the subsequent expansive force by piston.

B operating on crank O practically through one-half of its entire revolution.

' The parts of the engine are arranged to 0p crate so that the crank 0 moves in advance of the crank C, and at the time of ignition the crank G is at an angle with the axial line of the cylinder A, as shown in Fig. 1, the piston B having then performed nearly half of its outward strokethat is to say, the crank O at the instant of ignition and development of explosive force of the charge is in a position to utilize entirely such force, while the crank 0 receives the explosive force at the same instant when on its dead-point. The arrangement of the cranks as above described insures the explosive force of the charge being utilized for driving the engine in the right direc tion when starting it, instead of retarding it,

as is sometimes the case in engines'heretofore constructed when the ignition takes place prematurely.

The single slide-valve G serves for the igni tion of the charge of gas and for regulating the admission of gas to the cylinder A; or the gas may enter with the air through valve-passage P by perforating the seat of the said valve. The pistons B B are caused to work as close as practicable to the closed ends of the cylinders, so that the foul gases or products of combustion are, as far as possible, expelled fromboth cylinders previous to the admission of a fresh charge of gas and air. Moreover, by the movement of the piston B in advance of the piston B, a space is afforded in the cylinder A for the compressed charge of gas and air prior to ignition, thus obviating the necessity for an elongation of the cylinder for this purpose, as heretofore employed. In every alternate revolution each cylinder acts as a charging and compressing pump to the otherthat is to say, during a portion of the rev olntion of the crank-shaft the piston partly compresses the charge into the cylinder A,

while during another part of the revolution to the sides of the valve-box in which the slide-valve works I fix by screws 8 two flexible plates, 0', of steel or other metal. These extend to the outsides of the back plate, to which they are attached also by screws; butthe holes in the said plates, through which these screws pass, are elongated sufficiently to allow an outward movement of the back plate equal to the extent of expansion of the valve when it becomes heated. The friction of the flexible plates upon the sides of the back plate caused by the pressure of the aforesaid screws is intended, partially, to provide the resistance necessary for holding the back plate in position against the explosive and expansive force of the gases in the cylinders, thereby rendering unnecessary the very heavy pressure exerted by strong springs t on the back plate, so that comparatively weaker springs can be used for the regulation of the pressure. Moreover, the pressure 011 the valves and liability to abrasion will be materially reduced.

What I claim is- 1. I11 a gas-motor having two cylinders, pistons, and cranks, the combination, with said cylinders, of a passage connecting them, a valve wherebysaid :)assage is opened and closed, and air and gas ports which are opened to admit the charge into one cylinder when the 1 piston has partly completed its stroke, the 0 other piston having finished its movement at the sameinstant, and suitable devices for op erating the valve between the two cylinders, so that the charge may be compressed from one into the other and the expansive force exerted upon both simultaneously, said valve being closed after the explosion to prevent ble plates and screws, to allow an outward movement of the said back plate equal to the extent of the expansion of the valve when it becomes heated, and to afford the necessary resistance for holding the said back plate in position, substantially as set forth.

F. V. TURNER. Vitnesses:

DAVID YOUNG, JOHN E. Bousrrnnn. 

